Apparatus fob



V s. E. FINLEY. APPARATUS FOR SPRAYING BINDING MEDIA ON ROADS.

APPLICATION FILED OCT. 29, 1919.

Patented Nov. 15, 1921.

3 SHEETS-SHEET 1- S. E. FINLEY.

APPARATUS FOR SPRAYING BINDING MEDIA 0N ROADS.

APPLICATlUN FILED OCT 29 1919.

Patented Nov. 15, 1921.

3 SHEETS-SHEET 2 w Q mw E 8 mmw R S. E. FINLEY.

APPARATUS FOR SPRAYING moms MEDIA 0N ROADS.

APPHCATION FILED OCT. 29. [9!9.

1 UHHMW OH MN QM N E UNITED STATES PATENT orrlce.

SAM EVERETT FINLEY,

OF ATLANTA, GEORGIA.

Specification of Letters Patent.

Patented Nov. 15, 1921.,

Application-filed October as, 1919. min a... 334,315.

To all w/mm it may concern Be it known that I, SAM E. FINLEY, residingat Atlanta, county of Fulton, btate of Georgia, have invented certainnew and useful Improvements in Apparatus for Spraying Binding Media onoads; and I do hereby declare the following to be a full, clear, andeinct description of the invention, such as'wwill en'able, othersskilled in the art to which it appertains to make and uset T ng,.:;:

is imiimiunnela' es to machines for apoil, tar, and the lik on roadwaysand has for its object to provideasimple and efficient mechanism,preferably in the form of an automobile vehicle, with means for applyingthe selected media in accuratelyregulated quantities to effect a thor--ough andefiicient binding together fof the road material and a smoothresilient wear resisting shrface with a minimum expenditure of materialand labor. To this end the apparatus i iprovided with a tank to containthe binc ing material one or more auxiliary tanks to containmr underpressure adapted to be connected with the first mentioned tank to forcethe oipfrom the latter at any desired regulabldpres'stire, a distribsuter header provided 'with spraying nozzles disposed at the rear of themachine and adapted to be adjusted laterally to spread the binding mediauniformly and without overlaps. and also adapted to be disposedlaterally to one side of the machine, sir-that a strip of'roadway.extraneous the path of travel of' the machine may be treated, withoutthe surface of the roadway being marred or damaged by the passage of themachine thereover. These and other objects of the invention will appearfrom the following description in connection with the annexed drawingsin which;

Figure 1 is a side elevation of the machine with certain obviousportions thereof omitted.

Fig. 2'is a rear elevation.

Fig. 3 is a similar view showing the (llS- tributer disposed at the rearand wholly to one side of thevehicle, and

Fig. 4 is a plan view of the piping system connecting the air compressordirectly to a liquid containing tank and to the pressure tank arrangedwithin said liquid containing tank.

In the application of oils, tars, and similar binding mediums to thesurface of streets, highways, and the like, whether the same be alighter application rimarilyas a dust suppressor, or to effect t ecombined result of suppressing the dust and preservmg the ma way, or theem loyment of heavier bituminous or asp altic road binders in theconstruction of the road proper so, as to rovide. a durable roadway, conitions are equently such that to be successfully distribution of thebinding material must have a wide range of adjustment,- both as respectsthe'quantity of binding medium applied and the particular adjustmen't ordisposition of the distributing a paratus in applying the same. It is awell own fact that it is practically impossibleto obtain uniformconditions as to materials and the disposItion thereof in constructing aroadway so that even when substantial! the same character of material isemp oyed through a given road section one rtion of the surface may be ofa denser ormation, while an adjacent section will beimore open andporous and, obviously, where different materials are employed in theconstruction of adjacent road sections the conditions of compactness andporosity will be correspondingly more widel varied, so tight differentquantities of t1e bindin medium must be applied to the structure lydifferent road sections to efiect the desired results met the machineefiecting the the desired result on a highly porous road bed, say brokenstone or gravel, such quantity would be greatly in excess of that neededto obtain the desired result where the road material is more densely andcompactly applied and the excess of the binding medium would tendto'runoff the road surface or to collect in pools, and thereby eitherunnecessarily wast thsrbindin med'um or g l i .prodifiefhighlyunsatisfactory condit ons in the road surface. I

The necessity'of wide range of ad ustmeat. of the distributing means forthe binding medium becomes more compelling when the apparatus isemployed to distribute the different types of binding material such asis the case where a priming coat of light material is first applied andlater a finishing coat of relatively heavy binder. as the quantities perunit surface of the two materials would necessarily be radirallydifferent. Similar conditions would occur in the case of a relativelyheavy binding medium applied to a road surface that has .been worked upto the desired cross-section and grade with broken stone or the like ofappropriate size, in which the quantity of the heavier product would befre uently three times as great as that of a ighter binding mediumapplied to the same type of construction as a seal or squeegee coat.

It is also apparent that the amount of binding material per unit surfaceof road wav. will vary in accordance with the speed of travel of thedistributing machine over the roadway and as this speed of travel is'more or less variant, according to the condit ion of the road as tosurface, grades a-nd the power of the engine on the vehicle, it isevident that the distributing mechanism must be capable of readyadjustment and re ulation to effect aproper uniform distribution of thebinding medium under these conditions also.

i It is also desirable that inasmuch as the 'distrilniter cannot at alltimes travel in a definite path relative to the road boundaries, meanshe provided for taking care of the variation in the path of travel. nomatter how slight such variation may be, because it is quite necessaryin applying any of the various grades of binding material to avoidover-laps on the one hand, which means an excess of the binding mediumat all such over-laps and also to prevent ships or on treated sectionsof the roadway, which would necessitate careful and individual handtreatment.

'These various conditions are met in the present apparatus by providingthe machine with means for maintaining a uniform but regulable pressureon the binding medium as it is delivered from the distributing apparatusso that regularity of distribution may be effected; and also by soconstructing the distributing header or manifold that the latter may bequickly adjusted within reasonable limits transversely of the machine tocompensate for any divergence of the latter from the normal line oftravel in either direction and thereby preventing both over-lapping ofthe adjacent treated sections on one hand and skips or untreatedsections of the road surface on the other.

A further condition to he met in the practical treatment of roadways,especially with Irelatively heavy or durable binding medium,

a; in which the vehicle slioirid-"nbi' frnvel bvcr the road surfaceinunedlately in advance of the spraying mechanism. when the wheels ofthe vehicle would be liable to rut or displace the material of the roadbed. which could not be readily worked but i to 1 ropcr surface or gradeafter the application oi the binder because of the relatively duicltsetting of the latter, is to provide the machine with a manifold ordistributcr capable of being adjusted wholly to one side of the machine.and normal to the dircct'n:

of travel of the latter so that the vchich travels over i )Ul'i'lUIl ofthe roadway entirely outside of the area of distribution of the binder,\l'iththis arrangement. which constitutes an important element of thepresent invention. it is feasible to treat successivc sections of aroadway while preserving each section so treated at its normal surfaceor grade so that an even uniform application of the binding medium maybe effected without a possibility of the material collecting in pools orrunning off the surface.

In treating roadways with heavier grades of hinder it is alwaysnecessary to apply artif'cial heat to the binding medium in order torender the same sufficiently fluid to be sprayed uniformly from thenozzles and if for any reason, as by stoppage of the machine, thebinding medium tends to cool in any part of the conductive systembetween the tank and the distributing nozzles it will congeal andobstruct the various nozzles. particularly the nozzle outlets, by theaction generally known as freezing and a'good distribution cannot besubsequently obtained until after the obstructing material has beenagain reduced to the nee essary condition of fluidity. Means have beenmade to overcome this ditliculty by providing a connection from theexhaust of the engine which drives the vehicle to the 'distributer'manifold or spray header so that when the binding medium freezes in thedistributer, the hot exhaust gases from the engine may be forced throughthe header to heat the congealed material and allow the same to drainout of the entire header system;

it will. therefore, be seen that the present invention is designed tomeet the mostexacting conditions of road treatment with all types ofbinding material from the lightest to the heaviest and to apply the samein accurately regulated minimum quantities per surface square yardranging from one-eighth to Ol'lQ fOilI'tl'l of a gallon for light oilsor tars up to a maximum of from one and a half gallons to two gallonsper surface square yard on highly porous broken stone or gravel roadsurfaces, and at the same time assuring uniformity of distribution.

forni of conical sprays, on to the road sur- Referring to theaccompanying drawings, 1 indicates the chassis of an automobile vehicleprovided with wheels 2 and 3, the

of a transgse partition 11, the former forming a eptacle for the bindingmaterial and the iatter an'air tank for containing air under relativelyheavy pressure, which is ultimately to be delivered into the chamberlOto force the binding material there'- from and into the distributingheader, by means of which the material is forced, in the face.

Located, laterally of the main tank are auxiliary pressure tanks 50 and51 which are also adapted to retain air under relatively heavy pressureand to deliver the same as may be desired to the oil receptacle 10.Preferably the pressure of the air in the several tan its 11, 50 and 51is maintained at a point much higher than that required to force the'hifldi-ng material from the tank 10 and thrqtl 1 the spray nozzles inthe desired 0 effect an even distribution, and the neary pressure-ismaintained in all f the tanks or receptacles by means ir compressor 52mounted on the in advance of the main tank, and

- .ch ss dvgie from a shaft 4 which may be either th main shaft betweenthe engine and the ansmission, or a jack shaft suitably coupled thereto..As shown, the shaft 4 is provided with a clutch consisting of a fixedmember 57 and a loose member 56 which are broughtinto engagement by asuitable lever mechanism 58 when the compressor 52 is to be operated.The clutch section 56 is provided with a sprocket gear 54 which is connected by a drive chain 53 with asprocket wheel on the shaft of thecompressor.

he outlet side of the compressor 52 is connected b pipe 60 with ai'p'ing system delivering t e air either direct y to the tanksec'tion'lO or to the compressed air chamber 11' of the tank and saidpipe 60' is rovided with an ordinar stop valve 61 an a check valve 62,beyon which branch pipe 63 connects at 63' to pressure chamber 11 andbranch is connected to the upper portion of the dome 12 of the mainchamber with the pressure regulator 66 interposed to accurate-.1}-regulate and fix the air pressure admitted to the section 1.0 of thetank which contains the arund trcating medium. Between the pressureregdm'or66 and the connectien between the pipe 85 and the dome 12 is acheck valve 67 which is'elfective to preventany gases or liquid materialpassing backward from the tank section 10 to imriiir the eiliciency ofthe pressure regulator. e

coupling between pipe sections 63 and 65 is provided with a stop valve(34. The discharge pipe from the compressor 52 is also connected withthe auxiliary air tanks 50 and 51 by means of flexible pipe sections 60and detachable coupling members 61 so that the auxiliary tanks 50 and 51may be charged simultaneously with the air chamber 11 of the main tank,or may be shut off or disconnected at will.

" The auxiliary tanks 50 and 51 are connected by cross pipe 62 providedwith stop valves 64 and 65 on opposite sides of a connected pipe 66provided with a stop valve 67, which latter pipe is connected to the topof the dome 12 and is provided with pressure regulator 68 and a checkvalve 69,

which latter serves the same purpose as check valve 67 in preventingvolatilized or liquid material from the tank section 10 passing upwardinto the pressure regulator 66. An over-flow pipe 70 provided with asuitablestop valve 71 is connected to the dome 12 to permit discharge ofaccumulated pressure in the tank when the latter is being filled withroad material and also to permit the escape of any excess of the bindingmaterial when the properlevel in the tank section 10 has been reached.

lVith the described arrangement of the compressor and air tanks it willbe apparent that the necessary and properly regulated pressure may beapplied to the surface of the binding material in tank section 10 fromany or all of the'air reservoirs 11, 50 and 51, or if desired, directlyfrom the compressor.

.For example. when it is found desirable to pressure he delivered by thecompressor 52 fall below the necessarypoint for any reason. When it isfound necessaryor desirable to use the compressed air in tanks 50 and 51the valves 64', GS' and'GT, are open. thereby admitting pressure fromboth of said tanks 50 and 51, by way of cross pipe 62 and vertical pipe66 to the upper portion of the dome 12, the pressure equalizcr orreducing valve 68 serving to admit the desired working pressure to thetank section 10.. If it is desired to use the air pressure from one ofthe tanks 50 or 51 only the appropriatevalve 64 or 65 is closed. Theseveral air tanks and the main tank are provided with suitable pressuregages and stop valves to indicate the desired pressure and also toprevent over-charging.

This arrangement admits of an exactly predetermined and uniform pressureto be maintained on the material in the tank sec tion it to insure theuniform distribution of the material from the spray nozzles ot' the 5distributerhead. and thereby etl'ect a prop erly regulable distributionof the binding material to the road surface. and as this pressure issupplied from any one of the series of air tanks or receptacles, whichin tllll] are kept charged to a pressure largely in excess of thatnormally required in the tank section 11). it will be seen that anydesired pressure in the tank section 10 may be obtained and maintained,without variation,

such as would be produced by pulsations of the compressor, by a properadjustment of the pressure regulators or equalizer valves (56 and (58.

Connected to the bottom of the tank section 10 is the outlet pipe 14provided with a stop valve 15 to the lower end of which pipe 14 isconnected a drain valve 16 and a hori zontal pipe 17 which latter isprovided at its rear end with a st-op valve 17 and a cow pling member18. Avertical pipe section 19 the horizontal frame members of thechassis are two angle bars 1', 1' which extend rearwardly of the chassisand serve as supports for two yoke members 25, 25, which are con nectedby a bridge piece 31, so that said yokes and ridfie piece are capable oflongitudinal movement alon the angle bars 1', 1. Slidably mounted in t eyokes 25, 25 is a header support 26 generally tubular in cross sectionand having an intermediate rack section 27, in which sup ort 26 the pipe21 is secured so that said pipe 21 partnkes of any later i movement ofthe support.

Mounted on the bridge piece 31 is a housing piece 30 in which isjournaled a vertical shaft 29, on the lower end of which is mounted apinion 28 meshing with the rack 27 carried by the support 26, so thatwhen said shaft 29 is rotated by the means of the hand wheel on the upor end thereof, the support 26 is moved to t e right or left accordingto the direction of the rotation of said shaft. thereby moving pipe 21transversely of the machine to a corresponding extent. Each section ofthe pipe 21 adjacent the connec- 5 tion thereof with pipe 19 is providedwith a cutoff valve indicated at 24 and 24' respec tively. so that thematerial delivered tron. the tank section 1 may be directed toward bothends of the pipe '21 or toward one end 60 only, accordingly as both oronly: one of tievalves 24 and 24' are open or closed.

The outer ends of the pipe 31 are provided with T couplings 22 having;plug caps in the outer ends thereof and having short pipe sections 23connected to is; downwardly extending branches. The lower ends zontalparallel pipe sections 45 and l? which have disposed longitudinallythereof a series of T couplings or unions 40 to which are connectedsuitable nozzles 46 and 48 for delivering conical jets or sprays in avertical direction. The couplings 40 and the connected nozzles aredisposed in staggered relation on the respective header pipes 45 and 47and the latter are disposed at such an elevation above the ground thatthe conical sprays or jets of the binding material delivered by theseveral nozzles are successively contiguous when they reach the groundbut do not materially over-lap, so that the binding material is appliedto the road surface as an even uniform layer.

In the normal operation of the machine, the distributor occupies theposition shown in Fig. 2 with the jet nozzles disposed equallv on bothsides of a vertical medial, line of the machine so that the roadtreating material will be distributed in a uniform sheet directlybehindthe machine having a width equal to the lateral range of the outersprays on each end of the distributing! header. In turning curves inroadways and in avoiding obstructions it is desirable that thedistribution of the oil in a lateral direction be varied and thisoperation is effected by rotating the shaft 29 in the appropriatedirection which moves the carrier 26 a"d the entire header to the rightor left, according to the direction of rotationot said shaft 29. Anoperator standing on the rear of the machine and observing lhedistribution of the oil on the road surface by the jet nozzles, byappropriately movin; the header to the right or left, through the agencyof shaft 29 and carrier 26, may quickly adjust the header laterally ineither direction and to any extent up to the limits of movement of thecarrier 26. so that the outer marginal edge of the layer or coating ofoil may be made to follow any desired path. so a: to conform to theprescribed lateral limit of the roaduav. to avoid obstructions or pootions of the roadway not to be treated and also to conform to themeeting edge or lateral llmit of an adiarent strip or stretch oi"roadvrnv already treated wi hout ov-r-rhipping, The lateral movement ofthe header and its support is rendered pos ible by reacon of theflexibility of the pipe joints below the valve 15 in the outletconnection oi the. tank section i l and as the y kcs 23 slide freely onthe angle bars 1, the lateral ad- .justment of the header may beeffected without undue strain on the mechanism.

When the s raying operation is suspended for any length of time, if theroad treating -materi'al is of a character required to be heated toreduce it to the necessary degree of fluidity, it tends to freeze orcongeal in the header manifold and the connections between the same andthe tank, thereby renderin it diilicult to start the machine againwithout first clearing the header and its connections of the congealedmaterial. In order to avoid this objectionable feature provision is madefor connecting the header with the exhaust of the engine which drivesthe vehicle. To accomplish this and also to prevent connection betweenthe header and the engine exhaust when the machine is spraying, theheader is adapted to be swung rearwardly and upwardly until the pipe 45is engage by hooks 80 pivoted to the rear end of the angle bars 1', saidswinging action being effected at the T couplings which support theheader from the ends of pipe 21. The T coupling 22 adjacent the rear endof the exhaust from the engine is provided with an angularly disposedcoupling 82 having a sto valve 81 associated therewith, which coup ingis adapted to be engaged with the mating coupling member 83 on'the endof a flexible pipe section 84 attached to the discharge end of theexhaust pipe 7 of the engine, so that when the header is swung up intoengagement with the hooks 80 the COllJilllg member 82 is in position tobe engaged by the cou 'ilinginember 83 on the end of the exhaust pipe.After this coupling is effected the hot gases of the exhaust traversethe header and its various connections and prevent the road treatingmaterial from congealing and ultimately forces Such material as mayremain in the header and its connections out of the nozzles, so that theheader will be free of all obstruo tions and ready for subsequent usevin order to prevent the possibility of connecting up the pil supply withthe header while the exhaust connection from the engine is coupled tothe header it will be noted that before the header can be swung to itslower operative position connection between the engine exhaust and theheader at coupling s2 and 83 must be broken. This arrangcnn-nt is foundnecessary and desirable inasmuch as a careless attendant might leave theinlai- 81 open whenthe header is swung to operative position, therebypermitting the real treating material to be forced into the enginethrough the exhaust connections. lly disposing thepouplin member 52 insuch relation thatftlle heater cannot be swung into operative polsitionuntil the connection at 82 with the exhaust pipe is broken. film dangeris entirely obviated and even it the valve 81 is accidentally left openno more serious result than the wastage of a little of the road bindingmaterial would ensue.

Under certain conditions it is found desirable, if not imperative, toapply the binding material to the surface of a road which has notflbeentraversed by the wheels of the machine, as the latter would tend to marand rut the surface under certain circumstances, such as are pointed outin my companion application filed concurrently herewith, Patent No.l,3i1,458, granted May 25, 1920, and to adapt the present machine tosuch an operation the header is so constructed as to ermit itsapplication and dis position who] y to one side of the macgne without,however, interferin with the 01'- mal lateral adjustments of the headeras hereinbefore explained.

The particular means for effecting this re- 85 suit are illustrated inFig. 3, in which the header is shown as being disconnected from the leftend pipe section 23 and rotated through 180 degrees on 'the right endpipe section 23 and an auxiliary pipe section connected to the right endT coupling 22, said auxiliary pipe section having an outer anglecoupling 91 with a short vertical pipe section 92 adapted to beconnected with coupling 44 to pipe section 42 at the extreme outer endof the header. A suitable tie rod 93 connected to the coupling 91 and toa bracket 35 on the support 26 serves to brace and support the header inthe outboard position shown. It will be noted that with this dispositionof the header the distribution of the binding material to the roadsurface is entirely outside of the line of travel of the vehicle wheelsso that said material is a 3 plied to the smooth unbroken surface of tli road.

When the header is adjusted laterally of the machine as shown in Fig. 3,the supply of road treating material from the tank 10' is deliveredthrough the right end section of pipe :21 and the opposite section ofsaid pipe is cut oil at valve 24:. \Vlien it is desired to dispose theheader on the opposite side of the machine the same mode of procedure sfollowed as heretofore described, except- "hlit the header is swung onthe left hand T coupling 22 as a pivot, after the right end of the hath-r has been disconnected at cou- 3 lin til. lipe section ill) is thenconnected 1 s h it end coupling and the outer end tin; iii in as before.'hen so arranged heaih r ll i'listribute oil laterally of and to theleft at the machine. When 1t is de sired to the header back to itsnormal ition at the rear of the machine auxiliary (action till isdisconnected and the header no on leftmnd T coupling 22 as a pivot un ilin coupling member 44 comes opposite i; r in and pipe section 23 whenthe coufittiull is rfl'ccti d and the header is then in proper positiondisposed transversely of the rear of the machine. It will beparticularly noted that the lateral adjustment of the header by means ofthe gear and rack 27 and 28 is possible for any of the threedispositions of the header, namely, at the rear of the machine orlaterally and to the left or right thereof, for the reason that theheader is supported in the carrier 26 at all times and moves with thelatter.

From the foregoing it will be apparent that the machine possesses a widerange of adaptability to meet substantially every condition in roadtreatment with oils, tars, and the like, and is well adapted to theapplication of a uniform distribution of the road treating materialsexactly where the same are needed and because of the accurate control ofthe uniform pressure applied to the bindin material and the readyadjustability of the eader, the application of the binding medium of theroad Surface may be effected with practically mathematical precision,both as to the quantity of material per unit of road surface and also asto the exact superficial road surface to be covered, the boundaries ofwhich may be followed with great accuracy by appropriately adjusting theheader by means of hand wheel shaft 29, as hereinbefore described.

\Vhen it is desired to fill the tank with the road treating material thevalve 71 in the over-flow pipe is opened to permit the accumulated airpressure to escape. the valve 20 in the supply piping from the tank tothe header system is closed and a connection to the source f supply ofthe material is made at the coupling 18 on the end of pipe 17 so thatthe material may be delivered either by gravity or by suitable pressureappara tus into the tank, and when the desircd amount of material hasbeen admitted to the tank the valves 71 and 17' are closed and theconnection to the source of supply brokcn at coupling 18. The vehicle isthen transported to the place of application of the road material andmeanwhile the requisite amount of air pressure is admitted to the tanksection 10 and the apparatus is ready' for operation. after the headerhas been dis connected from hooks 80 and swung to its normal verticalposition, as hereinbefore explained.

lVhat I claim is:

1. A distriljmter for bituminous road binders in heated form comprisinga vehicle. a liquid tank thereon. a spray header at the rear of thevehicle connected with said tank. on air compressor on the vehicle. anair tank interposed between the liquid tank and the compressor, anautomatic pressure regulator in the connection between the air tank andthe liquid tank, and means to prevent back flow toward the pressureregulator from the liquid tank.

2. A distributer for bituminous road binders in heated form comprising avehicle, a liquid tank thereon, a spray header atthe rear of the vehicleconnected with said tank, an air compressor on the vehicle, an air tankinterposed between the liquid tank and the compressor, an automaticpressure regulator in the connection between the air tank and the liquidtank, and a check valve between the liquid tank and the pressureregulator to prevent back flow from the liquid tank.

3. A distribnter for bituminous road binders in heated form comprising avehicle, a liquid tank thereon, a source of compressed air, andconnections between said source and the liquid tank, said connectionsincluding an automatic pressure regulator and a check valve between thelatter and the tank, whereby uniform air )ressure is maintained in saidtank, and back flow therefrom prevented.

4. A distributer for bituminous road binders in heated form comprising avehicle, a tank thereon having a. liquid compartment and an aircompartnu-nt, an air compressor connected to said air compartment, :1separate air tank connected to said compressor, and connectionsincluding an automatic pressure regulator and a check valve beiWtPll theliquid tank and the air compartment and between the liquid tank and theseparate air tank respective-l each check valve being located bctwccnthe .ll( nid tank and a corresponding prcs ure regulator.

5. A distributor for liquid road material comprising a vehicle. a liquidtank thereon, yokes slidably mounted on the rear of the vehicle frame, ahollow carrier slidably nlounlcd in said yokcs for adjustmenttransversely of the machine. a rack section on said carrier. a shafthaving a pinion engagp ing said rack, and a nozzlcd header system fixedto said carri i' and connected with the liquid tank.

6. A distributcr for liquid road material comprising a vehicle, a liquidtank thereon, yokcs slidably mounted on the rear of the vehicle fraiuc,a hollow carrier slidably mountcd in said yokcs for mljusi'nicnt transvcrscly of the machine. a rack section on said carrier. a shaft havinga. pinion engaging said rock, a pipe mounted in said carricr andconnected to the liquid tank, a nonzlcd hcndcr disposed below andsubstantially parallel with the carrier, and intermediate pipe sectionsconnecting the pipe and header at each end.

7. A header system for road treating vehicles comprising a horizontalsupport mounted transversely of the vehicle, means for moving said.support in the direction of its length. a supply pipe fixed in saidsupport, vertical pipes having intermediate detachable joints dependingfrom said supply pi e, and a nozzled header pipe connected to t e lowerends of said vertical pipes.

.8. A header system for road treating vehicles comprising a horizontalsupport mounted transversely of thevehi'cle, means for moving saidsupport in the direction of its length, a supply pipefixed in. said support, vertical pipes having intermediate detachable joints dependingfrom said supply pipe, and parallel nozzled header pipes connected tothe lower ends of said vertical 1 8S. A header system for road treatingveli'icles comprising a horizontal support mounted transversely of thevehicle, means for moving said support in the direction of its length asupply pipe fixed in said sup port, vertical pipes having intermediatedetachable joints de ending from said supply pipe, parallel hea r pipesconnected to the lower ends of said vertical ipes, and spray nozzlesdisposed lon 'tu inally of said header pipes, the nozz es. of therespective pipes being disposed in staggered relation.

- 10. A header system for road treating ve-- hicles comprising ahorizontal supply pipe disposed transversely of the machine, a nozzledheader pipe dctachably connected at each end of the supply pipe andadapted tobe disconnected at either end and swung laterally to eitherside of the vehicle upon one or the other of the connections, and anauxiliary pipe adapted to be connected to the end of the supply pipe andthe outboard end of the header pipe when the latter has been swung to a.lateral position.

11. A header system for road treating vehicles comprising a horizontalsupply pipe disposed transversely of the machine, a nozzle header ipeetachably connected at each end of t e. supply pipe and adapted to bedisconnected at either end and swung laterally to either side of thevehicle upon one or the other of the connections, an auxiliary pipeadapted to be connected to p the end of the supp y pipe and the outboardend of the header. pipe when the latter has been swung to a lateralposition, and a tie rod supporting the outer end of the header pipe.

12. A header system for road treating vehicles comprising a horizontalsupport mounted transversely of the vehicle, means for moving saidsupport longitudinally, a supply pipe fixed in said support, a nozzledheader pipe detachably connected to each end of the supply pipe andadapted to be header pipe when the latter has been swung to a lateralposition.

13. A header system for road treating vehicles comprising a horizontalsupport mounted transversely of the vehicle, means for moving saidsupport longitudinally, a supply pipe fixed in said support, a nozzledheader pipe detachably connected to each end of the supply pipe andadapted to be disconnected at either end and swung laterally to eitherside of the vehicle upon one or the other of the connections, anauxiliary pipe adapted to be connected at the end of the supply pipe andthe outer end of the header pipe when the latter has been swung to alateral. position, a bracket mounted on the support, and a tie rod.connecting the bracket and the outer end of the auxiliary 1 e. p 1 4. Adistributer for liquid road material comprising an internal combustionengine propelled vehicle, a liquid tank thereon, a

nozzled header pivotally connected with said vehicle and adapted to beswung upward and backward from operative position, a valved connectionbetween the header and the tank, a valved coupling member on thepivoting section of thenl eader, and a mating coupling member on theengine exhaust pipe, said coupling members being adapted to be engagedonly when the header is swung to inoperative position, whereby theexhaust from the engine will be directed through the header to preventcongealing of the liquid when the header is in inoperative position.

15.- A distributer for liquid road material comprising a vehicle, aliquid tank thereon, a nozzled header connected with said tank, meansfor supporting the header at one side of the vehicle and wholly lateralto the path of travel, whereby the material will be sprayed only on astrip of road wholly extraneous of said path of travel, and means foradjusting the header in the direction of

